Square-rigged sailboat

ABSTRACT

Square-rigged sailboat having yardarms carrying square-rigged sails, preferably on two masts, interconnected with a single line which the sailor can operate to regulate the angle of the yardarms with respect to the fore and aft axis of the boat, in accordance with wind direction, and having the square-rigged sails interconnected with another line so that all of the squarerigged sails can be furled up to their respective yardarms by operation of the second line.

United States Patent 11 1 MacPherson Mar. 5, 1974 SQUARE-RIGGED SAILBOA'I [76] inventor: Donald Maclherson, 6161 E.

Pima St., Tucson, Ariz. 85712 [22l Filed: Mar. 27,1972

[21] Appl. No.: 238,248

[52] US. Cl. 114/39, 114/103 [51] Int. Cl B63h 9/10 [58] Field of Search 114/39, 102, 103, 104, 83, I 114/105,108, l11,115,223,90,97

[56] References Cited UNITED STATES PATENTS 210,573 12 /1878 Spooner 114/103 313,279 3/1885 Belfragci...

606,104 6/1898 Twining 114/103 Primary Examiner-Duane A. Roger Axsistant lt'xaminer-l). C. Butler Attorney, Agent, or I"irm Allan M. Shapiro [57] ABSTRACT Square-rigged sailboat having yurdarms carrying square-rigged sails, preferably on two masts, interconnected with a single line which the sailor can operate to regulate the angle of the yardarms with respect to the fore and aft axis of the boat, in accordance with wind direction, and having the square-rigged sails interconnected with another line so that all of the square-rigged sails can befurled up to their respective yardarms by operation of the second line.

19 Claims, 10 Drawing Figures PAIENTEUMAR sum SHEEIIUFS PATENTED 74 SHEET 2 BF 5 PAIENTED 3.795.216

SHiU 5 0F 5 1 SQUARE-RIGGED'SAILBOAT BACKGROUND OF THE INVENTION 1. Field of the Invention This invention is directed to a'sailboat, and particularly the lines for controlling the amount of sail and the Egypt, Greece, and Rome carried square-rigged sail. A

millemium later the Viking longship also used the square-rigged sail. These early ships and those which evolved from them through the late th century carried only one square-rigged sail on each mast, although some of them had several masts. One of the principal reasons for this undoubtedly was the difficulty of trimming upper sails to the wind, and furling the upper sails in the case where their effect is not'wished. By the early 16th century, square-rigged sails positionedone above the other on the same mast were employed. The Santa Maria was believed to have been the former type, while the Mayflower was of the-latter type. By the l 7th century, the ships became larger, the masts taller, and carried three square-rigged sails, one above the other. Refinement of masts, sails, and hulls terminated in the clipper ship of the mid-19th century and the steelhulled five-masted bark of the end of the 19th century.

The principal problem of these ships was the manpower needed to operate the sails, particularly. in'trimming sail and in reducing sail when wind increased. On v the-large ships, a crew of 65. men was considered to be small, and most of this manpower was obligated to management ofv the sails.

In the later years of propulsion principally by sail, smaller boats were fitted with fore and aft sails, because ofboth their ease of management andtheir ability to sail closer into thewind. Smaller boats had the greater requirement for precise mayigation in 'close quarters. From the fore and aft rigging of the early smaller boats, the modern Marconi-rigged sloop, schooner and ketch have been evolved as pleasure craft. Using the methods of sail control historically employed for square-rigged sails, it would be impossible for the pleasure sailboat to carry a crew of only one or two, particularly when topsails are employed as .part of the rigging.

SUMMARY OF THE INVENTION longitudinal axis of the boat for proper angular settingor trimming .with respect to the wind, and/or it maybe the furling or unfurling of the sail'so that the sail area can be regulated, in accordance with the needs of the sailor.

Accordingly, it is an object of this invention to provide a square-rigged sailboat having a plurality of square-rigged sails, which are connected so that they can be managed by a single sailor. It is a further object to manage a plurality of sails on a square-rigged sail-- boat by furling them all at the same time by the operation of a single line. It is another object to manage a plurality of sails on a square-rigged sailboat by turning all of the yards at the same time, so that all sails are angula'rly turned with respect to the fore and aft axis of the boat, at the same time. It is a further object to provide means whereby one or more of the square-rigged sails can be disengaged form the furling management, so that the remainder can be furled and unfurled, while the disengaged sails are unaffected. It is still another object to provide a square-rigged sailboat having a plurality of sails which can be easily and conveniently managed by a single sailor, so that the square-rigged sailboat becomes practical as apleasu re boat. It is a further object to provide a sailboat, particularly adaptable for pleasure sailing, which is fitted wth two'masts, each of which is pivotable and hingeable down to the deck so that the boat can be hauled by trailer, and each of which is fitted with square rigging having sail manage ment such that a single pleasure sailor can manage the plurality of square-rigged sails.

The features of the present invention which are believed to be novel are set forth with particularity in the appended claims. The present invention, both as to its organization and manner of operation, together with further objects and advantages thereof, may be understood best by reference to the following description, taken in conjunction with the accompanying drawings.

- BRIEF DESCRIPTION OF THE DRAWINGS I FIG. 1 is an isometric view of the square-rigged sailboat of thisinvention. l

FIG. 2 is a plan view, on reduced scale, of the sailboat showing the orientation of the yardarms to the hull when in close-hauled condition.

FIG. 3 is an enlarged sideelevational view of the sail boat, with many parts broken'away, principally showing the mizzen mast and its appurtenances.

FIG. 4 is a horizontal section, taken generally along the line 4-4 of FIG. 3, showing theoutsetting of theyardarm. 'l

FIG. 5 is a schematic isometric view showing the yardarm turning system of brace line and braces.

FIG. 6 is a simplified plan view showing the interconnection of braces between the yardarms on the two masts.

FIG. 7 is a front elevational view of the mizzen mast, principally showing its sailsand other appurtenances.

FIG. 8 shows a typical connection between a main operating line and a line detachably connected thereto for operating a specific function.

FIG. 9 is a fairly schematic front elevational view of the mizzen mast, showing the lines in connection with the furling system. 7

FIG. 10 shows details of-a portion of the furling line system.

DESCRIPTION OF THE PREFERRED EMBODIMENT The square-rigged sailboat of this invention is best illustrated in overall completeness in FIG. I of the drawing and is generally indicated at 10. The rigging is the principal part of this invention and it is shown in connection with a sailboat hull 12. The hull is appropriately equipped with keel or centerboard to minimize side slip and is appropriately equipped with the manually-controllable rudder for steering of the boat by the sailor.

Both main mast l4 and mizzen mast 16 are fitted to the hull, preferably on pivoted mast steps 18 and 20, respectively. The pivoted mast steps are most appropriate in small sailboats, where the mast can be conveniently manually raised and lowered. Such is appropriate in a boat having a beam of 8 feet or less, and which is suitable for hauling on a trailer. Thus, when sized in that manner, the sailboat is appropriate for use by as few as one person. Headstay 22 (see FIGS. 1 and 3) is fixed on bowsprit 24 and extends into the head of foremast 14. The lower end of headstay 22, atthe forward curement of the head of main mast 14 in the forward position also does the same for the head of mizzen mast 16.

Baekstays 30 extend downward from adjacent the head of main mast 14 to secure on hull 12 to prevent the main mast from going forward. Similarly, backstays 32 extend downward from adjacent the head of mizzen mast 16 to secure on hull 12 adjacent thestern thereof. 7

By means of this system, the mast can lie fairly horizontally and extend rearwardly along the hull for transit, for storage, and for upper mast maintenance. The mast can be raised and secured in place and locked against substantial further motion with respect to the hull. It should be noted that the two backstays in connection with each mast, the headstay 22 in connection with the main mast, and the triatic stay 28 with respect to the mizzen mast, provide each mast with three-way support so that each is inhibited from substantial motion with respect to the hull.

Several fore and aft sails are shown mounted as part of the rigging of sailboat 10. Jib 34 is run up the headstay 22 by means of a jib halyard of conventional nature. Two jib sheets 36 are secured to the clew of the jib to control it in conventional manner; 7 Spanker mast 38 (see FIGS 1 and 3) is secured to the rear of and spaced to the rear of mizzen mast 16 for a substantial part of the height thereof. Spanker boom 40 is pivoted to the lower end of the spanker mast. Spanker 42 is a fore and aft sail which is secured down to the spanker boom 40 and, on its forward edge, is secured to rings 44 which embrace spanker mast 38. The upper edge of spanker 42 is secured to gaff 46, which at its forward end is conventionally yoked around spanker mast 38. Spanker halyard 48 passes through a halyard block at the head of mizzen mast l6 and is brought down and secured adjacent the deck, so that the spanker may be raised and lowered by means of the halyard. Lowering the halyard lowers the gaff, which permits the rings 44 to slide down spanker mast 38. When the gaff 46 lies adjacent the spanker boom 40, they, together with the sail between them, can be bundled for periods of non-use. When raised, the spanker 42 is controlled by spanker shoot 50, by which the amount the boom can swing away from the boat center line is controlledpIf desired, the spanker canibe Marconi-rigged instead of gaff-rigged, although gaff-rigging use is more historically'correct in square-rigged ships.

The sailboat .10 is square-rigged with a course sail, a lower topsail, and an upper topsail on each of the main and mizzen masts. Thus, main mast 14 is provided with upper main topsail yard 52, lower main topsail yard 54, and main course sail yard 56. In addition, it has a main lower yard 58. Upper main topsail 60, lower main topsail 62, and main course sail 64, respectively, depend from upper main topsail yard 52, lower main topsail yard 54, and main course sail yard 56. The clews of the course sail 64 are secured to main lower yard 58. The yards are raised into position by means of main yardarm halyard 66 (see FIG. 3) which is brought over a block adjacent the head of the main mast and down.

to the deck where it is secured. Lifts 68 extend diagonally from main yardarm halyard 66 near its block to the outboard ends of upper main topsail yardarm 52 to hold the yardarm perpendicular to the mast. A similar lift is provided from the center of upper main topsail yardarm 52 to the outboard of lower main topsail yardarm 54, from the center of lower main topsail yardarm 54 to the outboard ends of main course sail yardarm 56, and from the center of main course sail yardarm 56 to the outboard ends of main lower yard 58, as illustrated in FIG. 1. These lifts each'stabilize the horizontal attitude of each of the main yardarms.

Similarly, the mizzen mast 16 carries (see FIGSv l, 3, and 7) upper mizzen topsail yard 70, lower mizzen topsail yard 72, mizzen course sail yard 74, and mizzen lower yard 76. Upper mizzen topsail 78 depends downward from upper mizzen topsail yard 70, lower mizzen topsail 80 depends downward from lower mizzen topsail yard 72, while mizz'en course sail 82 depends down ward from mizzen course sail yard 74. The clews of mizzen course sail 82 are secured to mizzen lower yard 76. Mizzen halyard 84 is connected to raise and 'sup port upper mizzen topsail yard 70, and has lifts 86 extending to the ends of the yardarm to maintain the yardarm substantially perpendicular to the mast. Mizzen halyard 84 extends downward to connect to each of the mizzen yardarms to support them and permit them to be raised and lowered. Lifts are connected from the center of one yardarm to the ends of the next lower one to stabilize the yardarms, as previously described with respect to the mainmast yardarms.

Each of the yardarms has a loop thereon which engages around its respective mast. The loop is suffrciently loose to permit the yardarm to be lowered with release of the respective halyard, and to permit the yardarms to swing around the upright axis defined by its mast. Thus, loop 88 (see FIGS. 1 and 3) is mounted on the back of the upper mizzen topsail yardarm 70.

Lower mizzen topsail yardarm 72, mizzen course sail yard 74 and mizzen lower yard 76 are similarly mounted, but additionally are supported forward of the mast by means of outset spacers 90, 92 and 94, respectively. These spacers hold the yardarm away from the mast, but do not limit their rotation about the mast axis or the lowering of the yardarms by release of the halyard 84. On the other hand, the first obstruction that these yardarms engage when they are swung about the upright axis defined by the mast is the backstay 32. This position is illustrated in FIG. 2 and, considering the position of the backstay 32 as seen in FIGS. 1 and 4, it is understood that these outset spacers permit the yardarms to be moved closer to the fore and aft direction before the backstay is encountered. The same is true of the main lower topsail yard 54, the main course sail yard 56 and the main lower yard'58, which are provided with similar offset spacers to permit those yards I to swing a greater angle before they engage the backstay 30. The upper topsail yard on the main and the mizzen, are notangularly limited by any obstruction untilthey reach that limit defined by the engagement of the lower yards with the backstay. This turning limit windward end of the yards forward so that the boat can sail crosswind, or even upwind, as illustrated in FIG. 2. The conventional prior square-rigged sailing vessel swung its sails by individual braces attached to each end of each of the yardarms. This made for a great number of lines, for which the large crew was required for operation.

In the present construction, brace line 96 (see FiGS.

1 1 and 5) is connected to manage the swinging of all of the yardarms in the same direction at the same time, so that the sailboat can be operated with a minimum of manpower, such as one sailor for the trailerablesized sailboat described above. Brace line 96 is a continuous line that passes through sheaves 98 and 100, respectively, at the foot of the main mast 14'and mizzen mast l6, and overhead blocks 102 and 104 fitted respectively at the heads'of main mast l4and mizzen mast 16. Brace line 96 is thus a continuous line which passes over all of the sheaves and blocks indicated and has its ends attached so that as one leg of the brace line moves in one direction, the opposite leg moves in the opposite direction; Furthermore, 'each of the masts has a leg of the line moving in each direction. The brace line is normally manually moved and mechanically locked when in position. However, a small winch 156 can be employed for movement and locking, if desired.

Braces are the lines which are directly connected to the various yardarms tocontrol their angle with respect to the boat centerline. As seen'in FIG.- 5, upper main topsail yard 52 has starboard. brace 106 secured thereto. Starboard brace 106 extends over block 108 and is brought down to and secured to brace'line 96 at 110. Similarly, port brace 112 is secured to the port side of upper main topsail yard 52, at a distance out from its center point equal to the securement point of starboard brace 106. Port brace 112 extends back over block'114 and is secured to brace line 96 at securement point 116. 1

Arrows have been indicated for motion of brace line 96, strictly for reference purposes. These arrows indicate one direction of motion, but it is assumed that the line also operates in the opposite direction. However, when the line is moved in the direction indicated by the arrows, securement point 110 moves upward, letting out starboard brace 106. At the same time, securement point 116 moves downward taking in port brace 112. Thus, the upper main topsail yardarm 52 has its starboard end moved forward. The securement points of thc braces on the yardarm are equidistant from the yard pivot point, and the blocks 108 and 114 are secured to upper mizzen topsail yard 70 at equal distances from its center point so that the same amount of brace is taken in as is given out.

In similar fashion, starboard and port braces 118 and 120 are secured to lower main topsail yard 54, equally spaced on opposite sides of the mast, and are led back over blocks secured on the lower miz zen topsail yard 72 and are attached to opposite legs of brace line 96. Next, starboard and port braces 122 and 124 are similarly connected. Main lower yard 58 should also be swung in the same manner, and it has starboard and port braces 126 and 128, respectively, connected thereto which extend over blocks secured to mizzen lower yard 76. In view of the height of mizzen lower yard 76 above the deck, the braces then extend upward to securement points on appropriate legs of brace line 96 so that main lower yard 58 is swung in the same manner and in the same direction as the yards above it on the main mast 14.

It will be appreciated that, since these braces are each secured at the same distance apart upon the yards, and the blocks over which they run are also secured at equal distances away from the center lines of the yards on which theyare supported, motion of brace line 96 causes each of the yards on the main mast to swing in the same direction and the same amount. If desired, the different yards can be swung slightly different angular amounts for special correction of individual sail positions by adjustment of these securement points. However, the normal connection is that illustrated in FIG.

Of course, the yards on the mizzen mast 16 must be swung in the same direction and at the same time by motion of the same brace line 96 for maximum convenience'in operation. Thus, starboard and port mizzen braces 130'andl32 are secured to upper mizzen topsail yard 70 and extend forward to respectively pass over blocks 134 and 136 secured to upper main topsail yard 52 on opposite sides of the mast, as shown in FIGS. 1, 5, and 6. These braces extend downward and are respectively secured to brace line '96 at securement points 138 and 140 on opposite legs of the brace line. Thus, by motion of the brace-line, the upper mizzen topsail yard 70 alsoswings. By appropriate selection of the legs to which the braces are connected, the yards on the mizzen mast swing in the same direction the yards on the main mast with the particular direction of motion of the brace line 96. i

In similar manner, starboard and port mizzenbraces 142 and 144'are secured to lower mizzen topsail yard 72 and are led forward over blocks secured at opposite I sides of the mast on lower main topsail yard 54, and are each connected downward to a different leg of brace line 96. Furthermore, starboard. and port mizzen braces 146 and 148 are connected to mizzen course sail yard 74 at opposite sides of the mast, andare led forward over blocks secured under main coursesail yard 56 and are led downward to secure to opposite legs of the brace line 96. Furthermore, starboard and port mizzen braces 150 and 152 are connected to mizzen lower yard 76, and are carried forward under blocks secured 'to main lower yard 58, and are led upward and connected to appropriate legs of brace line 96. Again, each of the connections is preferably equidistant from the mast on opposite sides of the yard, and each of the ing reasons to swing the course sail farther forward than the. upper topsail, and position the lower-topsail partway therebetween. This can be accomplished by appropriate adjustment of the block positions and brace securement positions. Thus, detailed improvement in sailing configuration can be obtained by arranging a structure which is other than exactly bilateral. However, the overall effect of the structure will always be to swing all of the yards in the same direction at the same time by motion of a single brace line. Thus, a single sailor can manage all of his square sails so that he can conveniently operate a sailboat having a plurality of square sails, even on a plurality of masts.

In the operation of a square-rigged sailboat, it also becomes necessary to shorten sail. This refers to the reduction in the amount of sail available to'the wind. Shortening sail is desired when wind increases, and it is also desired when the boat'is being maneuvered in close quarters for reduction in speed, and is desired when preparing for a stop. ln maneuvering situations especially, the sailor is busy andwould like to shorten sail quickly and conveniently. Additionally, when wind increases and it is' necessary to shorten sail, such must be accomplished promptly to minimize the danger of knock down. Thus, convenient sail shortening is an essential part of a square-rigged sailboat designed for operation by only a few sailors.

Furling line 154 is a continuous line similar to brace line 96 in that it passes along the deck from mast to mast, where it is conveniently accessible to the sailor, and extends up both masts and around appropriate blocks to that it is a continuous line. When one of the legs goes in one direction, the other leg goesin the opposite direction. Furling line 154 eanbe manually operated; however, if desired, a winch may be provided for its operation. The winch, such as winch 156, may be manually or power-operated. Leg 158 of furling line 154 extends upward along mizzen mast 16 (see FIGS. 7 and 9) and extends over a sheave of mizzen masthead block 104 adjacent the head of mizzen mast 16 and then forms a downward leg 160. As previously discussed, the furling line 154 also has upward leg on main mast 14 to a main masthead block 102 adjacent the head thereto and a downward leg which closes the loop. For convenience, the furling line in connection with the mizzen mast l6 and mizzen sails 78, 80, and 82 will be discussed. It is understood that the sails on the main mast are similarly connected.

Upper topsail bunt lines 164 and 166 are connected to the lower leech of upper mizzen topsail 78 at approximately one-third points along the lower leech, as shown in FIG. 7. .They pass upward through one or more rings 168 and 170, respectively, which are sewed to the sail and permit the hunt lines, 'to slide therethrough. Bunt line I64 extends upward over blocks 172 and 174 and extends down to secure to leg 160 at connection point 176. Similarly, bunt line 166 extends upward over blocks 178 and 180 to connect at connection point 176.

Clew lines 182 and 184 are respectivelyconnected to the starboard and port clews of upper mizzen topsail 78 and extend upward through rings 186 and 188, sewed to the edges of the upper mizzen topsail. These clew lines respectively pass upward over blocks 190 and 192, over blocks 174 and. 180, down to connection point 176. It can be seen that, when connection point 176 in leg 160 moves downward, the lower edge of upper mizzen topsail 78 will be raised upward to its yard (if it is not restrained downward by other means) to furl the sail.

The two clew lines and two bunt lines are connected together at connection point 176, and preferably all four lines enter into hook 194 (see FIG. 8) which is detachably engageable in ring 196 secured to leg 160. Thus, when hook 194 is engaged in ring 196, furling is accomplished and, when it is disengaged, the furling line can be moved without unfurling the upper mizzen topsail 78.

Of course, with the wind acting upon thesquare sail, the clews of thes'quare sail must be retained in position. This is accomplished by sheets 198 and 200. These sheets pass over blocks 202 and 204 at the outer ends of lower mizzen topsail yard 72 to hold the clews of the upper mizzen topsail 78 outward and downward. In order to permit the sail to be furled, that is, to permit the clews to be raised by taking in of the clew lines 182 and 184, the sheets pass from their blocks 202 and 204 over blocks 206and 208, respectively, to connect at connection point 210 to leg-158 of furling line 154. Thus, when the clew lines are being taken in, the sheets let out' to permit the upper mizzen topsail 78 to be raised and furled. At all times during the furling operation, the clews are under control by the clew lines and sheets so that the sail does not luff and flutter in the wind.

FIG. 10 illustrates the direction of motion of the several lines during these furling operations. It is clear that, when the line directions are reversed, unfurling is accomplished with full control of the sail at all stages.

FIGS. 7 and 9 similarly show the lines by which the lower mizzen topsail and the mizzen course sail 82 are furled. Bunt lines 212 and 214 are connected to the lower leech of lower mizzen topsail 80, and clew lines 216 and 218 are connected to the clews thereof. These lines lead up over blocks on lower mizzen topsail yard 72 and down over blocks 206 and 108 to connection point 220. Thus, lower mizzen topsail 80 can be furled and unfurled at the same time as the upper mizzen topsail 78. Sheets 222 and 224 are connected similarly to leg 158 of furling line 154, so that the. clews of the sail are controlled. I

Again, viewing FIGS. 7 and 9, it is seen that bunt lines 226 and 228, clew lines 230 and 232, and sheets 234 and 236 are connected to mizzen'eourse sail 82 in the same manner as described above and control the furling of the mizzen course sail. These bunt lines, clew lines and sheets are connected in the same manner as described above with respect to the furling control lines of upper mizzen topsail 78 and lower mizzen topsail 80, and all are disconnectable from the furling line 154. Thus, when all are connected, the operation of the furling line 154 in the direction of the arrows in FIG. 9 causes the three sails to furl, and motion in the opposite direction causes them to unfurl. Furthermore, the hook connection at the appropriate connection point permits some sails to be operated with the furling line, and others to be unaffected thereby. When the connection point is disconnected, the hook is preferably engaged in an appropriate fixed eye, such as an eye fastened to an adjacent yardarm at an appropriate location. By this means, all furling lines are under control at all times.

Furthermore, the furling line 154 extends up the main mast 16 to main masthead block 102, as previously described. The upper main topsail, the lower main topsail, and the main course sail'are each provided with bunt lines, clew lines, and sheets, each connected as described with respect to the furling lines and sails on the mizzen mast l6 so that, when the furling line is operated in the furling direction, and all connections are made thereto, all six square sails are furled at the same time.

The rigging of the square sails described thus permits that the sails be. trimmed to the wind by'swinging the yards in an appropriate direction by operation of a single line and permitsthe furling of the sails by' appropriate operation of another single line, so that the single sailor can operate a square-rigged sailboat thus equipped.

While particular embodiments of the present invention have been shown and described, it will be obvious to those skilled in the art that changes and modifications may be made without departing from this invention in its broader aspect and, therefore,'the aim in the appended claims is to cover all such changes and modifications as fall within the true spirit and scope of this invention. v r i i What is claimed is: I

l. A square-rigged sailboat comprising:

; first and second masts on saidsailboat; I

a first plurality of yardarms pivotally mounted on said first mast for pivoting substantially about the axis of said first mast;

a second plurality of yardarms independent of said first set of yardarms pivotally mounted on said second mast for pivoting substantially about the axis of saidsecond mast; and I 7 single means for swinging both sets of-said yardarms together about said respective masts comprising a brace line, each of said yardarms being connected to said brace line so that each of the said yardarms is pivotally moved when said brace line is moved.

said means for mounting comprising an;uppe'r'yardarm and a lower yardarm for each of said sails, said yardarms being pivotally mounted on said mast for pivoting substantially about the axis .of said mast;

and a I I: I means for swinging said yardarms about said mast comprising a brace line, said brace line being a continuous loop line extending up said mast and over a masthead block adjacent the head of said mast, each of said yardarms being connected to said brace line by means of braces so that each of said yardarms is pivotally moved when said brace line is moved, said braces comprising first and second braces connected to each of said yardarms on opposite sides of the pivot of said yardarm with said mast, said first and second braces being connected to said brace line on opposite sides of said masthead block 5. The square-rigged sailboat of claim 4 wherein said sailboat has main and mizzen masts, and said masthead block is a mizzen masthead blockadjacent the head of said mizzen mast, and said yardarms pivot about said main mast.

6. The square-rigged sailboat of claim 5 wherein said brace line also extends over a main masthead block adjacent the head of said main mast, and yardarms are pivoted on said mizzen mast, braces extending from said mizzen mast yardarms to said brace line extending through said main masthead block.

7. The square-rigged sailboat of claim 6 including outset spacers mounting at least some of said yardarms outwardly from their respective masts whereby such yardarms are swingable through an improved angle so that said sails can be close hauled relative to the force and aft direction.

8. A square-rigged sailboat comprising: i

at least one mast and at least first and second mastmounted yardarms for carrying'first and second sails respectively belowsaid first and second'yardarms; i

a furling line having first and second legs'extending up said mast and over a masthead block adjacent the head of said mast;

a clew line for each of said yardarms, each of said clew lines being secured to said furling line and extending to each end of each of said yardarms, a sheet joining with said clew line at a connection point for fastening to the clew of the sail and extending to and joining with said furling line so that, as said furling line is moved, said sheet is let out, while said clew line is'taken in toraise the clew connection; and

single means for swinging each of said yardarms about said mast comprising a brace line, each of said yardarms being connected to said brace line so that each of said yardarms is pivotally moved around its mast when said braceline is moved.

i 9. The square-rigged sailboat of claim 8 wherein sails respectively below said .first and second yardarms; a furling line having first and second legs extending up said mast and over a masthead block adjacent the head of said mast;

a clew line for each of saidyardarms, each of said clew lines being secured to said furling line and extending to each end of each of said yardarms, a sheet joining with said clew line at a connection point for fastening to the clew of the sail and extending to and joining with said furling line, a yardarm positioned to carry a block adjacent the outer ends thereof through which said sheets pass, so that the clew connection point is maintained in a controlled position so that, as said furling line is moved, said sheet is let out while said clew line is taken in to raise the clew connection.

12. The square-rigged sailboat of claim 11 further including:

a brace line, said brace line being connected to each of said yardarms for pivoting each of said yardarms about its mast.

13. The square-rigged sailboat of claim 12 wherein said brace line is a continuous loop line extending up said mast and over said masthead block adjacent the head of said mast.

14. The square-rigged sailboat of claim 13 wherein braces are connected between said yardarm and said brace line.

15. The square-rigged sailboat of claim 14 wherein first and second braces are connected to each of said yardarms on opposite sides of the pivot of said yardarm with said mast, and said first and second braces are connected to said brace line on opposite sides of said masthead block.

16. The square-rigged sailboat-of claim 15 wherein said sailboat-has main and miz'zen masts, and said masthead block is a mizzen masthead block adjacent the head of said mizzen mast, and said yardar-ms pivot about said main mast.

17. The square-rigged sailboat of claim 16 wherein said brace line also extends over a main masthead block adjacent the head of said main mast, and

12 yardarms are pivoted on said mizzen mast, braces extending from said mizzen mast yardarms to said brace line extending through said main masthead block.

18. The square-rigged sailboat of claim 17 including outset spacers mounting at least some of said yardarms outwardly from their respective masts whereby such yardarms are swingable through an improved angle so that said sails can be close hauled relative to the fore and aft direction.

19. A square rigged sailboat comprising:

at least one mast on said sailboat;

at least first and second yardarms pivotally mounted on a mast for swinging about said mast substantially upon the axis of said mast;

first and second square sails respectively mounted below said yardarms; and

means for simultaneous management of said first and second sails comprising a brace line connected to each of said yardarms so that, by movement of said brace line, each of said yardarms swings about its mast pivot axis; and I further means for simultaneous management of said first and second sails comprising a single furling line connected to each of said first and second sails so that, by movement of said single furling line,

both said first and second sails are furlcd. 

1. A square-rigged sailboat comprising: first and second masts on said sailboat; a first plurality of yardarms pivotally mounted on said first mast for pivoting substantially about the axis of said first mast; a second plurality of yardarms independent of said first set of yardarms pivotally mounted on said second mast for pivoting substantially about the axis of said second mast; and single means for swinging both sets of said yardarms together about said respective masts comprising a brace line, each of said yardarms being connected to said brace line so that each of the said yardarms is pivotally moved when said brace line is moved.
 2. The square-rigged sailboat of claim 1 wherein said brace line is a continuous loop line extending up each of said masts and over a masthead block adjacent the head of each of said masts.
 3. The square-rigged sailboat of claim 2 wherein braces are connected between said yardarm and said brace line.
 4. A square-rigged sailboat comprising: means for mounting first and second square sails on said sailboat; at least one mast on said sailboat for carrying said means for mounting; said means for mounting comprising an upper yardarm and a lower yardarm for each of said sails, said yardarms being pivotally mounted on said mast for pivoting substantially about the axis of said mast; and means for swinging said yardarms about said mast comprising a brace line, said brace line being a continuous loop line extending up said mast and over a masthead block adjacent the head of said mast, each of said yardarms being connected to said brace line by means of braces so that each of said yardarms is pivotally moved when said brace line is moved, said braces comprising first and second braces connected to each of said yardarms on opposite sides of the pivot of said yardarm with said mast, said first and second braces being connected to said brace line on opposite sides of said masthead block.
 5. The square-rigged sailboat of claim 4 wherein said sailboat has main and mizzen masts, and said masthead block is a mizzen masthead block adjacent the head of said mizzen mast, and said yardarms pivot about said main mast.
 6. The square-rigged sailboat of claim 5 wherein said brace line also extends over a main masthead block adjacent the head of said main mast, and yardarms are pivoted on said mizzen mast, braces extending from said mizzen mast yardarms to said brace line extending through said main masthead block.
 7. The square-rigged saIlboat of claim 6 including outset spacers mounting at least some of said yardarms outwardly from their respective masts whereby such yardarms are swingable through an improved angle so that said sails can be close hauled relative to the force and aft direction.
 8. A square-rigged sailboat comprising: at least one mast and at least first and second mast-mounted yardarms for carrying first and second sails respectively below said first and second yardarms; a furling line having first and second legs extending up said mast and over a masthead block adjacent the head of said mast; a clew line for each of said yardarms, each of said clew lines being secured to said furling line and extending to each end of each of said yardarms, a sheet joining with said clew line at a connection point for fastening to the clew of the sail and extending to and joining with said furling line so that, as said furling line is moved, said sheet is let out, while said clew line is taken in to raise the clew connection; and single means for swinging each of said yardarms about said mast comprising a brace line, each of said yardarms being connected to said brace line so that each of said yardarms is pivotally moved around its mast when said brace line is moved.
 9. The square-rigged sailboat of claim 8 wherein a bunt line depends from said yardarm intermediate the ends thereof, said bunt line being connected to said furling line so that said bunt line is taken in when said clew line is taken in.
 10. The square-rigged sailboat of claim 9 wherein there are at least first and second bunt lines depending from each of said yardarms.
 11. A square-rigged sailboat comprising: at least one mast and at least first and second mast-mounted yardarms for carrying first and second sails respectively below said first and second yardarms; a furling line having first and second legs extending up said mast and over a masthead block adjacent the head of said mast; a clew line for each of said yardarms, each of said clew lines being secured to said furling line and extending to each end of each of said yardarms, a sheet joining with said clew line at a connection point for fastening to the clew of the sail and extending to and joining with said furling line, a yardarm positioned to carry a block adjacent the outer ends thereof through which said sheets pass, so that the clew connection point is maintained in a controlled position so that, as said furling line is moved, said sheet is let out while said clew line is taken in to raise the clew connection.
 12. The square-rigged sailboat of claim 11 further including: a brace line, said brace line being connected to each of said yardarms for pivoting each of said yardarms about its mast.
 13. The square-rigged sailboat of claim 12 wherein said brace line is a continuous loop line extending up said mast and over said masthead block adjacent the head of said mast.
 14. The square-rigged sailboat of claim 13 wherein braces are connected between said yardarm and said brace line.
 15. The square-rigged sailboat of claim 14 wherein first and second braces are connected to each of said yardarms on opposite sides of the pivot of said yardarm with said mast, and said first and second braces are connected to said brace line on opposite sides of said masthead block.
 16. The square-rigged sailboat of claim 15 wherein said sailboat has main and mizzen masts, and said masthead block is a mizzen masthead block adjacent the head of said mizzen mast, and said yardarms pivot about said main mast.
 17. The square-rigged sailboat of claim 16 wherein said brace line also extends over a main masthead block adjacent the head of said main mast, and yardarms are pivoted on said mizzen mast, braces extending from said mizzen mast yardarms to said brace line extending through said main masthead block.
 18. The square-rigged sailboat of claim 17 including outset spacerS mounting at least some of said yardarms outwardly from their respective masts whereby such yardarms are swingable through an improved angle so that said sails can be close hauled relative to the fore and aft direction.
 19. A square-rigged sailboat comprising: at least one mast on said sailboat; at least first and second yardarms pivotally mounted on a mast for swinging about said mast substantially upon the axis of said mast; first and second square sails respectively mounted below said yardarms; and means for simultaneous management of said first and second sails comprising a brace line connected to each of said yardarms so that, by movement of said brace line, each of said yardarms swings about its mast pivot axis; and further means for simultaneous management of said first and second sails comprising a single furling line connected to each of said first and second sails so that, by movement of said single furling line, both said first and second sails are furled. 